Liners for the cylinders of internal-combustion engines.



l G.E.cANHAc.

LINER If0II THE CYLINDERS OF'INTEHNAALCOIVIBUSTION ENGINES. APPLICATIONFILED APR. 17| I9I6.

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y TED STATES PATE Tric.

GEORGES EUGNE GANHAC, OF ST.DENIS, FRANCE, ASSIGNOR T0 SOCIETE ANONYMEDES ETABLISSEMENTS DELAUNAY-BELLEVILLE, F' Sill-DENIS, FRANCE, A CORPO-RATION 0F FRANCE.

LINERS FOR THE CYLINDERS OF- INTERNAL-COMBUSTION ENGINES.

To all rw/tom t may concern:

Be it known that I, GEORGES EUGNE CANHAC, of Rue de lErmitage, atSt.-Denis,` Department of the Seine, France, citizen of the .FrenchRepublic, have invented certain new and useful Improvements in Linersvfor the Cylinders of Internal-Combustion Engines; and I do herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same.

The cylinders of high power internal combustion engines are generallyprovided with cast iron liners fitted into c ast iron or cast steelcasings. Fracture of such cast iron liners is a frequent mishap; and thepresent invention relates to a construction intended to avoid thisdisadvantage.

Figure 1 shows in section, a cast iron liner formed in accordance withthe usual prin.

ciples; the dot and dash lines externally of the liner indicate the castiron, or cast steel casing, and the dot-and-dash lines internally of thesaid liner indicate the piston and piston packing rings, or segments, inthe position they assume at the end of the stroke. Fig. 2 is a sectionof the upper part of a liner constructed in accordance with the presentinvention. Fig. 3 is a section of a modification based on the sameprinciple. Fig. 4 illustrates a detail of construction.

The thickness of metal forming the liner of cylinders is generallydetermined in such a manner that the metal suiers very little under theaction of the pressures normally developed in the interior of thecylinder. Accidental over-pressures which may be produced, are almostalways inadequate to raise the stress on the metal to its limit ofelasticity. Nevertheless fractures are frequent and they can only beexplained by stresses due to expansion of the metal.

The liner of an internal combustion engine may be compared with ametallic ring subjected to alternate heating and cooling, thetemperature of the inner face being higher than that of the outer facewhen the ring is hot and the temperature being u niform throughout whenthe ring is cold,"

During heating or in the hot condition the inner circumference of thering expandsl Specification of Letters Patent.

Patented nee. 1e, wie.

Application illed April 17, 1916. j Serial No. 91,718.

forel subjected to a contractive elTort, which tends to shorten it whilethe outer circumference is subjected to a tensile stress, which tends tolengthen it. During cooling the tensile stress, however, is equal to thecompressive effort and the sum of the elongation vof. the outer4circumference and of the compression of the inner circumference isequal to the difference of expansion of the two circumferences. Thetensions and compressions resulting from the different successiveperiods of heating may give rise to the fracture of the liner. In orderto avoid these eiforts assuming dangerous proportions, it is advisableto reduce the thickness of the liner in the heated region in order todecrease the inequality of the temperature, and to use a metal having ahigh limit of elasticity both in the hot and in the cold condition.

In the arrangement illustrated in Fig. 2, which is a partial sectionthrough the axis, the upper part of the jacket is constituted by a steelannulus or ring a b c d e f g 71, z' screwed onto the body of the castiron liner above the plane of section X X. The liner is constituted by asteel ring the thicknessl of ywhich is less than that necessary in thecase of cast iron; this ring offers a greater resistance tothe effectsof unequal expansion for the reasons'hereinbefore set forth. -Betweenthe section-plane X X and the Section-plane Y Y, the liner is formed bya cast iron ring hooped with, or encircled by, a steel ring; the twoconcentric rings are relatively thin and can therefore more readilyaccommodate themselvesto the effects of contraction and expansion. Belowthe plane Y Y the liner is only formed by one cast iron ring both facesof' which are subjected to a relatively small dierence of temperature.The joint between the body of the cast iron liner and the steel ringmust be luid-tight; this is effected in the region al b where the innerface of the ring is provided with a screw-thread b c which engages acorresponding screw-thread on the end of a circular projection a b Z 7cintegral with the f-'body of the acket. In order that the joint that theupper part of the liner should be saw, the operative edge of which is atright much thicker than that necessary to insure the rigidity of thepart; this 1s the case when exhaust openings are formed in the liner (asin the figure) and when the outer diameter in the region of the openingsmust be greater than t e diameter whic it 1s necessary to give the upperpart of the liner to insureits rigidity. If the steel ring were made inone piece, its thickness may give fixed to the body rise to dangerousinequalities of temperature, and for that reason it is advantageous tomake it in two pieces. The outer part is being effected at the plane d eand -tbepres- 'sure requisite to obtain this being insured .bvthepressure exerted y by the end ofthe cylinder on the liner.'

Having 'now particularly described I and ascertained the nature of myvsaid invention and ,in what manner the same 1s to be performed, Ideclare that what I claim is:

. z L1. The combination with the cylinder of an internal combustionengine, of a Aliner of the'lner as in the case' illustrated in F1 2; theinner part is fitted on without any c earance, the Huid-tightnesstherefor having its up er portion laminated for the purpose described.

2. The combination with the cylinder of A an internal combustion engine,of a liner therefonand an annular ring encircling the u Iper portion ofsaid liner to augment the t lckness of said upper portion.

3. The combination with the cylinder of an internal combustion engine,of a liner therefor, and an annular ring associated with the uppe'rportlon of said liner, at least a portion f said ring serving to augmentthe thickness of theliner, and said ring at the portion of its greatestthickness being laminated for the purpose described.

4. 'I`he combination with the cylinder of an internal combustion engine,of a liner therefor, and an annular ring associated with the upperportion of said liner, at least a portlon of said ring serving to aug- Yment the thickness of the liner', and an ad- Y ditional ring associatedwith one portion of said first-named ring and serving to augment thethickness thereof. a.

5. The combination with the cylinder of an internal combustion engine,of a liner therefor, and a ring screwed up on said liner to augment thethickness thereof, the threaded connection between 'the' liner and saidring being of the buttress thread type.

fIn testimony whereof I aix my signature,

lin presence of two witnesses. A

GEORGES EUGENE CANHAC.

Witnesses: i

Cms. P. PnnssLY, HENRI COHEN.

